Impact-engine.



L L A on P E W 8 9 3 7 m N IMPACT ENGINE.

(Application filed June 25. 1902.)

4 Sheets Sheet I.

(Ivwwntoz (N0 Model.)

Patented Nov. l8, I902.

w. E. PRALL. IMPACT ENGINE.

(Application filed June 25, 1902.)

(No Model.)

4 Sheets-$heet 2.

' anoeul'om ll f Pmu.

will wzooeo 0AM WM No. 78,798. 'Patented Nov. I8, I902.

W. E. PRALL.

IMPACT ENGINE.

(Application filed June 25, 1902.)

(No Model.)

4 Sheets-Sheet 3.

Patented Nov. l8, I902.

W. E. PRALL.

IMPACT ENGINE.

(Application filed June 25, 1902.)

4 Sheets-Shea? 4,

(No Model.)

NITFD STATES rricE.

ATENT WILLIAM EDGAR PRALL, on NEW YORK, N. Y., ASSIGNOR TO JULIA L. PRALL, on NEW YORK, N. Y.

IMPACT-ENGINE.

SPECIFICATION forming part of Letters Patent No. 713,798, dated November 18, 1902.

Application filed June 25, 1902. Serial No. 118,155. (No model.)

To all, whom, it may concern:

Be it known that LWILLIAM EDGAR PRALL, a resident of New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Impact-Engines and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same.

The invention relates to so-called impactengines of the type patented to me under dates of February 7, 1899, and of July 31, 1900, and numbered, respectively,619,221 and 655,114.

The object of the invention is to facilitate the construction and to increase the efficiency of such engines.

The invention consists in the construction herein described and pointed out.

In the accompanying drawings, Figure 1 is a side view, partly in section, of a non-reversible engine. Fig. 2 is a partial transverse sectional view of the same. Fig. 3 is a plan view of the manifold and valve. Figs. 4. and 5 are sectional views in separate parallel planes of the manifold and valve. Fig. 6 is a longitudinal section of the manifold through the inlet and exhaust ports. Fig. 6 is a side view of the exhaust and feed plug of the manifold and a transverse section of the feed-plug. Fig. 7 is a partial sectional View of the cylinder of a reversible engine. Fig. 8 is a plan view of the cylinder, with parts broken away, showing the abutments and disks. Fig. 9 is a sectional view of several of the disks. Fig. 10 is a side view of means for connecting the shaft to the driven wheel and is on a smaller scale than the other figures.

In Fig. 1, A indicates the cylinder, and B its heads. 0 is a shaft extending through the center of said cylinder and supported at each end by means of journal-bearings D, which are oiled by means of rings D, extending into oil-well D said journal-bearings being held to the cylinder-head by flanges D F denotes stuffing-boxes to prevent leakage from the cylinder. G denotes lock-nuts on the end of shaft C and bearing upon the journal-case D and the adjustable cap G. H indicates disks, which fill the space between the peripheries of the cylinder A and drum E. H indicates abutments on the annular disks H, which abutments are held between the drumfianges H One of the heads E of the drum E is secured upon the drum E by bolts F. to tightly clamp the abutments H of the disks to prevent their independent movement.

In Figs. 2, 3, 4t, 5, 6, and 7,K represents a manifold which is provided with a supplyport K and an exhaust-port K Fig. 6, and

with supply-valves K and exhaust-valves K Fig. 6, arranged to communicate freely with the nozzle feed-openings K out in the cylinder A, Figs. -2 and 7.

In Figs. 2 and 7, D represents an abutment which fits tightly into the openings K, Fig. 1, in such manner as to bring them between the disks H, as shown in Figs. 1 and 2. Said abutments are held in position by the heads L, Figs. 2 and 7, in such manner as to be on a perfect level with the plane of the cylinder A where the openings K are made, Figs. 1 and 7. These heads L rest upon a shoulder or extension L which is wider than the openinginto which the abutmentis passed through the cylinder A. Said extension is held in position in the recess K cast in the manifold, Figs. 2 and 7. These abutments extend down to the bottom of the spaces-that is, to the abutments H of the disks H, Fig. 1.

The abutment L is made of sufficient width to cover a large number of buckets L Fig. 2, on disk H. The nozzle-openings K through the cylinder are made converging at their receiving end and are bored at the proper angle in cylinder A so as to direct the steam against the face of the buckets. Frusto-conical thimbles or nozzles L are driven into the openings K They terminate between the inlet and exit ends of openings K leaving an expansion-chamber in each of said openings,which chambers are continuous with a chamber or groove K extending lengthwise the cylinder on the inside of its wall. Cylinder A at the point where the nozzle terminates may be slotted or grooved in the interior surface across the entire face from nozzle to nozzle, as shown at K so as to permit the jet of steam to expand upon its entrance against the buckets L as shown in Fig. 2. Several nozzles may be employed to feed each revolving disk,and the nozzles may be placed in any position, either in line with the center of the disks or in the openings at the disks, as in either case the steam would expand against the face of the buckets on account of the enlarged space at the discharge of the nozzle, as shown in Figs. 1, 2, 7, and 8. In the reversible engine there will be a set of nozzles on each side of the abutment L, as indicated in Fig. 7, (the construction being the same in this respect below the abutment L as above it,) and also two exhaustports K as shown in Fig. '7.

In Figs. 2 and '7, O is a chamber cast or formed in cylinder A, which feeds the steam directly to the nozzles K of the engine.

The manifold, Figs. 3, 4, and 5,wl1en rigidly bolted down over the flat space A, planed on the surface of the cylinder A, Figs. 2 and 7, brings the supply and exhaust ports of said manifold in conjunction with the openings K and with the exhaust-ports K in such manner that free communication with the interior of the cylinder is made between the revolving disks, the supply thereby feeding the steam or fluid freely to each abutment-port and permitting the escape of the steam or fluid freely into the exhaust-openingsK of the manifold, the control of the direction of the supply and exhaust being regulated and directed by means of turning the supply and exhaust plugs K and K by means of the hand wheel or lever K by which means the steam is caused to enter either supply-port K, Fig. 4.,

of the manifold, as desired, and the exhaust fluid to enter either of the exhaust-ports K Fig. 5, of the manifold, the plugs being so arranged that the supply and exhaust ports of the manifold may be controlled by valves K and K to cause the steam to flow in opposite directions around the cylinder.

For locomotive purposes or for vehicles which require considerable force to start them to overcome the inertia this engine may have a clutch, as shown in Fig. 10. A pin or stop P on Wheel-axle P may be provided on either side with a spring P formed of rubber or other material, held in position in any suitable manner, as by bolts P The cog or sprocket-wheel R is on shaft 0 of the engine or on a counter-shaft in such manner as to revolve with the revolving disks of the engine when pin P is carried by rotation of the shaft to the opposite side of extension R. Extension R of wheel R revolves with said wheel, but will only cause rotation of the shaft P when the extension comes in contact with the spring P and stop P. The object of this contrivance is to give a greater starting power to this engine, as it is evidentthat the disks may attain a considerable speed before extension R comes in contact with the stop P on axle-shaft P and that it will then transmit power directly to the shaft or axle. It' is evident that for the above purpose the wheel B should be reversed until the extension B may start from the opposite side of the stop P in order to give sufficient movement and consequent momentum to the engine-cylinder before the extension R comes in contact with the stop P.

This engine provides in its construction for utilizing steam or other fluid in three waysfirst, by the reaction which takes place at the mouth of the nozzle where the fluid is forcibly ejected against the deflecting-surfaces of the buckets; second, by the gyra-ting action of the steam in passing in a zigzag manher from one side of the abutment to the other, as it is compelled to do by the shape and situation of the deflecting-planes in order that it may make its escape to the exhaust; third, by the expansive use of the steam resulting from the retarded or impeded forward movement consequent upon the many deflections and upon the friction it encounters in passing around a cylinder having a large number of deflecting-planes.

The speed of steam at about two hundred and fifty pounds pressure is about two hundred thousand feet per minute, and it is at high speed that it passes through the nozzles into the chamber or opening in front of the fixed abutments and between the deflectingplanes of the revolving disks. The extent of expansion of this rapidly-moving fluid which can be utilized will depend upon the number of buckets and deflections and the distance which it must travel before it reaches its final exhaust into the atmosphere.

The machine is made reversible by constructing the supply and exhaust ports so as to be operated in either direction against the revolving disks, and the disks have similar impact-faces, so that the engine will work as readily in one direction as the other, accord ing to the direction of the entering fluid.

It will be understood that the expansion in this engine takes place between the fixed abutment and the faces of the disks, great resistance being olfered to the steam-column in its slow progress through the open way separating the walls or disks upon which the buckets are located, this slow progress being due to the many interruptions and deflections and to the frictional contact caused by the direction which it must follow in passing from one side of the open way to the other. in its passage through the space between the revolving disks. The operation is similar to that of a body of great speed striking or coming in contact with a body of less speed both traveling in the same direction. The force exerted will be proportionate to the difference in the speed of the two moving bodies.

The abutment L is made of such Width that it will cover a number of buckets situated in the disks. This is done in order to prevent any loss of steam by leaking through the opening in which the disks are situated and which permits the disks to rotate without contact with the abutments. The disks move in a direction opposite to that of any steam tending to escape between the buckets and the abutments, and as considerable obstruction would be offered to the passage of the steam through the small space at the mouth of the bucket, and as each of the series of buckets would afford a similar obstruction, and as each one of the buckets would have to be filled to considerable pressure before it would make any considerable escape to the next in succession, it will be readily understood that leakage through a number of these buckets is prevented, owing to the fact that steam is constantly discharged forwardly into the channel and as rapidly as they could be filled by any possible leakage.

All leakage from the supply-ports of the manifold to its exhaust-ports is prevented by the packed orground joints at A, Figs.2 and 7.

It will be further seen that as the pressure between each pair of disks is the same at all points between the inlet and discharge ports leakage from one disk to another cannot occur.

Friction between the revolving disks and the fixed abutment is avoided in this engine by the look-nuts G, Fig. 1, which constitute a collar rigidly attached to the shaft and bearing both upon cap G and journal-bearing D, the bearing-surfaces of which will be thoroughly lubricated.

The arrangement of the nozzles will be such that one-half will point in each direction from the opposite sides of the abutments. Thus all tendency to end thrust will be avoided, the purpose of the collar being to maintain the shaft in the same position in its relation to the fixed abutments continuously.

Referring to the construction above described, I have found it desirable to make the disks having the abutments and buckets or inclined faces of cast metal and to cast the buckets on both sides of the disks and to space them by means of the abutments at the bot tom or interior of the disks, so that they may by one operation be clamped together on the drum,which they fit closely. This is done before the open ways between them are sawed out. For this sawing I employ an arbor fitted with a number of circular saws equal to the number of abutments used in the particular engine. By this means the spacing between the disks is made permanent and exact to a thousandth of an inch. In filling the drum with a series of disks, which are first cast and then put together on the drum, a portion is cut or sawed off each bucket-face by means of the saws fixed on an arbor, as stated. This method enables an indefinite number of these disks with abutments to be so nicely fitted that there will be only bare clearance. The drum to which the disks are fixed, being held permanently and immovably by the lock-nuts at the end ofthe shaft, has no end thrust, and the machine will run for any length of time without perceptible wear and without appreciablo leakage.

I have discovered that it is highly desirable that the abutments be very thin and too thin to admit of boring or casting thereina steaminlet except in very large engines. The reason for employing abutments so thin is that an absolute zigzag steam current or channel is more completely established than in the wider opening between the bucket-faces of disks having thicker abutments. In the present improvement steam inlet nozzles are placed at any point, either directly over said channel or so that the entering steam will strike the top of the buckets at or near the center of the bucket-disks. The nozzle may be converging, as represented, to permit expansion between the termination of the nozzle and the point where it comes in contact with the bucket-face. These nozzles or brass thimbles L are seated in holes, as shown at K in Figs. 2 and 7. These thimbles are so constructed and arranged as to leave aspace or opening for steam expansion between the nozzle jet or exit and the point of contact with the bucket-face.

I contemplate casting the cylinder with angular recesses, as shown at K Fig. 2, or the recesses may be out after the cylinder has been bored. Said recesses extend the entire distance over the face of the cylinder from the first line of nozzles to the last. These continuous recesses also provide for steam expansion.

To secure an initial momentum before the axle or shaft receives power to move the load, I employ the device represented in Fig. 10.

In the case of lighter vehicles a spring could be arranged to acquire sufiicient tension when the engine is stopped to start the vehicle; but for heavy engines, like locomotives, the engine can be reversed with a light feed of steam before attempting to start the train in a forward direction.

I have ascertained that the diameter of the disk may be greatly enlarged with a corresponding increase of the number of buckets and consequent steam deflections, and therefore steam of very high initial pressure may be admitted in front of the abutment and worn out to the lowest pressure in making a single circuit.

Preferably several inlets will be provided in front of each abutment.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. The cylinder and the rotary drum combined with disks fixed on the drum and each nnlar bucket-disks clamped upon said drum,

and a detachable drum-flange to effect the clamping.

6. The stationary cylinder, the rotary shaft, the drum fixed on the rotary shaft, and the bucket-disks having abutments fitting the drum, said drum being provided with peripheral flanges to receive between them the disk abutments, and means to clamp the abutments between said flanges.

7. The cylinder provided with a steamfeeding chamber having openings in its bottom, and frusto-conical nozzles situated in said openings and terminating intermediate the ends of the openings to leave space for expansion beyond the exits of the nozzles Within the openings in combination with a rotary bucket-drum.

8. The combination of the cylinder, the rotary drum, the series of buckets, the steaminlets to the buckets, and one or more grooves in the interior of the cylinder adjacent the buckets to permit steam to expand and flow lengthwise the drum and cylinder and enter the series of buckets the whole interior length of the cylinder.

In testimony whereof I have signed this specification in the presence of two subscribing Witnesses.

WILLIAM EDGAR PRALL.

Witnesses:

SIDNEY N. SCHWARTZ, EDWIN J. SIMONSON. 

